Railway construction.



PATBNTBD SEPT. '29,V 1903.. W. P. BRYANT.

RAILWAY CONSTRUCTION. APPLIUATION FILED MAY 12, 1903.

N0 MODEL.

QN N WWA- .A 0 n Edif PUERS co. Puma Lmlo .sHxNsTon n c UNITED SIATES Patented September 29, 1903.

vPATENT OFFICE.

WILLIAM P.' BRYANT, OF CORONA, CALIFORNIA, ASSIGNOR'OF SEVEN- EIGHTHS TO W. B. ROBERTS, G. W. GRAY, D. W. WALKINSHAW, P. S.

GRUENDIKE, W. N. TILSON, I-I.

CORONA, CALIFORNIA.

lA. WOOD, AND W. Gr.` TOWER, OF

RAILWAY CONSTRUCTION.

SPECIFICATION forming part of Letters ratent No. 739,981, dated september 29,1903.

Application led May`12, 1903. Serial No. 156,819. (No model.)

To a/ZZ whom it may concern.:

Be it known that I, WILLIAM P. BRYANT, a citizen of the United States, residing at Corona, in the county of Riverside and State of California, have invented a new and useful Railway Construction, of which the following is a specification.

This invention relates to the road-beds of railways, more particularly to the construction of the rails and ties and the means'for supportingl and connecting them, and has for its object to improve and strengthen these parts and to produce a form of rail and supporting' means which will better resist the strains to which such structures are subjected and which will increase the durability without material increase of expense.

Thfewinvention consists in certain novel features of construction, as' herein after shown and described, and specified in the claims.

In the drawings, in which corresponding parts are denoted by like designating characters, Figure 1 is a vertical longitudinal sectional elevation. Fig. 2 is a horizontal longitudinalsectional elevation on therlineZ 2 of Fig. 1. Fig. 3 is a transverse section, enlarged. Fig. iis a plan view,enlarged`, of a section of the "tiestructure, together with the improved tie-plates applied. Fig. 5 is a detached perspectiveview of one of the improved tie-plates, enlarged.

The rails are formed in two sections divided longitudinally and with the sections One of the rail-sections is formed with theV usual form of head or tread 10 with the vertical web 11 at one side of the center and with one side of the tie-I iange' omitted, the remaining .portion of thc tie-flange,- as indicated at 12, extending at the side of the least overhang *ofthe head portion 10, as shown in Fig.` 3. The other rail-section is formed with a vertical web-section 13 of less thickness than ythe Web-section 11 and with the remainder of the tie-flange 121. extending there.

.web-sections 11 will be placed at the outside of the roadway, while the thinner members will be atthe inner sides, as shown.

The combined web-sections 11 13 will come centrally beneath the head 10, so that the overhang of the head is substantially the same at both sides, as shown in Fig.,3. The outer sections 10 11 12Karc placed end to end and the sections 13 14 are likewise placed end to end, but with their abutting ends opposite the centers of thel other sections, so thatv they break joints throughout the length., of the line. 1

At the ends and centrally `or thevertical webs of each section transverse apertures are formed which register l when the rail-sections are placed in position and provide means lfor the reception of clamp-bolts 15 and .nuts

16, the joints being further strengthened by clamp or iish plates 17, as shown. By this arrangement the Web-section 13 forins'a strong support to the greater overhang of the head portion 10, and when the two parts are clamped together by the bolts and clampplates a continuous rail is produced which is very strong and rigid and practically jointless.Y

Then railway-rails constructed in the ordinarymanner are to be united with the improved construction of rail, a portion of the tie-ilan ge section 14. will be removed, leaving a short portion' lof the web-section 13 remaining .to form al clamp-plate, as at 18, to be connected to the vertical web 19 of the abutting 2,0 of the usual construction except that theyl are placed at greatcrdistances apart and connected beneath the rail outer sections 10 11 l2 by longitudinal tie-sections 2l, as shown.

Between the rails and the transverse ties 20 are placed metal tie-plates 22, the plates extending inwardly for a considerable distance and with their outer ends turned backwardly over the outer portions of the rail-flange sections l2, as at 2S..

The tie-plates are formed with lateral extensions 23, projecting over the upper surfaces of the adjacent longitudinal tie-sections 21 and provided with downwardly-extending wings engaging the sides of the members 21, as shown. The tie plates, including the wings, will be secured in place, as by spikes or bolts 25, as shown. By this simple means a very strong continuous tie support is formed for the rails, whereby the rails are firmly supported throughout their entire lengths, leaving no gaps into which the rails can be depressed by the weight of the passing trains. The road-bed is thus uniformly supported throughout and permits a very smooth uniform movement of the trains without jar or concussion and is not affected thereby. Rails thus formed and supported will not creep or become displaced no matter how severe the jarring or concussion may be, and will be rmly held likewise from spreading or breaking under severe lateral strains. The rails being firmly supported throughout their whole length will not be liable to break or bend under pressure and will not be easily affected by washouts, as water will have little or no effect upon a roadbed thus constructed. A road-bed thus constructed will not swell in front of heavy trains, as frequently happens with ordinarily-constructed road-beds, and will therefore permit very much more rapid movement of trains without danger of derailment.

The coaction of the tie-plates, withtheir upturned portions over the rail-angcs and the wings depending below the upper surfaces of the longitudinal tie-sections, is a very important feature of the invention, as the connection between the parts is thereby very materially strengthened and a strong resistance against the spreading of the rails provided.

The longitudinal tie sections 2l will be provided with spaced transverse channels 26 in their upper surfaces to provide for drainage when required. The expansion and contraction are so evenly distributed over the whole length of each rail that no perceptible change takes place and no open joints are formed thereby.

The longitudinal tie-sections 2l will be provided with clips 27 to provide means for the connection of lifting-bars when the road-bed is to be lifted when ballasting or tamping to justify the line. This is also an important feature and obviates the necessity of disiguring the tie-sections by crowding lifting-bars beneath them. Aroad-bed thus constructed can be installed in much less time than those of ordinary construction, and will be Very much more durable, smoother running, and less liable to displacement and disalinement. The longitudinaltie-sectionsalso effectually prevent washouts by serving as dams to prevent the ballast from being carried away by water flowing over the tracks.

A road-bed constructed as above described requires fewer spikes to secure it to the ties,

it is much easier to replace, and there is less j wear on the rails, as the strains are more uniformly distributed.

The tie-plates formed as shown and described also possess many'advantages, as they distribute the strains over a larger area of the ties, will wear uniformly, will prevent the longitudinal sections from splitting by embracing their opposite sides by the rwings 23, and coact with the continuous rail-sections to produce a compact and continuous complete structure, admirably adapted for the purposes described.

Having thus described the invention, what I claim is- `l. In railway construction, spaced transverse ties supporting the spaced rails, longitudinal tie-sections beneath said rails and between said transverse ties, and tie-plates between said rails and transverse ties and extended over the adjacent portions of said longitudinal tiesections and secured thereto, substantially as specified.

2. In railway construction, spaced transverse ties supporting the spaced rails, longitudinal tie-sections beneathsaid rails and between said transverse ties, and tie-plates between said rails and transverse ties and extended over the adjacent 'portions of said longitudinal tie-sections, and with depending wings engaging the sides of said longitudinal tie-sections, means for securing said rails to said ties and tie-plates, and means for securing said wings to said longitudinal tie-sections, substantially as specified.

3. In railway construction, spaced transverse ties supporting the spaced rails, longitudinal tie-sections beneath said rails and between said transverse ties, tie-plates between said rails and transverse ties and extended over the adjacent portions of said longitudinal tie-sections and with the outer ends turned over the base-ange of the rail, and means for securing said tie-plates to the ties and tie-sections, substantially as specified. l

4. In railway construction, spaced transverse ties supporting the spaced rails, longitudinal tie-sections beneath said rails and between said transverse ties, and tie-plates between said rails and transverse ties and extended over the adjacent portions of said longitudinal tie-sections, and with depending IOO IIOl

wings engaging the sides of said longitudinal tie-sections and with the outer ends turned over the base-flanges; and means for secur- 'ing said tie-plates to the ties and tie-'sections,;

tudinal tie-sections beneath said rails and between said transverse ties, securing means between said rails and ties and tie-sections, and transverse drainage-channels between said longitudinal tiesections and the-rails7 substantially as specified.

-In testimony that l claim the foregoing as the presence of two witnesses.

' WILLIAM P. BRYANT.

Witnesses:

SYDNEY HALL, W. T. SANDERS.

4my own I have hereto affixed my signature in 

